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Wagon-Brake.

No. 64,560. Patented 'May 7. 1867.

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2 .Sheets-Sheet 2. L. M. OSBORN.

Wagon-Brake. No. 64.560. Patented May 7, 1&67;

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L. M. OSBORNE, or HAMILTON, NEW YORK. Lam Patent No. 64,5 60, damzaa 7,1867.

IMPROVEMENT IN COMBINED WAGON-BRAKE AND DUMPING DEVICE.

TO WHOM IT MAY CONCERNS Be it known that I, L. M. OSBORXE, of Hamilton,in the county of Madison, State of New York, have invented a CombinedWagon Bra-ke and Dumping Device; and I do hereby declare the followingto be a full, clear, and exact description thereof, reference being badto accompanying drawings, making part ofthis specification, in which- 7Figure 1, sheet 1, is an elevation of one side of the improved wagon.

v Figure 2, sheet 1, is a longitndinal section through the wagon, takenin a vertical central plane.

Figure 3, sheet 2, is a vertical longitudinal section, showing the wagonbody tilted back. I

- Figure 5, sheet 2, is a top View of the wagon, with the body removed.Similar letters of reference indicate corresponding parts in. theseveral figures. I

This invention relates to certain novel improvements on that class ofwagons which are with extensible reaches, so constructed that theirbodies can be tilted backward and the load dumped by the approximationof their axles. v V

The nature of my invention consists in the application of a self-actingbrake to a wagon having an extensiblereach in such manner that thebrake-shoes will be cansed'to act with greater or less force uponthe'hind wheels in going down hill, according to the weight upon thewagon and the force exerted by the team in holding it back, as will behereinafter described. It also consists in a novel mode -of bracing andstrengthening the extensible reach, and of connecting the front sectionof the reach to the front axle and bolster, as will be hereinafterdescribed. It also consists in the employment of a device forconnectingand disconnecting-the brakebar and extensible reach atpleasure, as will be hereinafter described. It also consists inproviding for supporting the rear end of the wagon body-laterally andvertically upon the rear axle, by meansof anti-friction rollers, when anextensionreach is employed, and the front head of the said body'isattached by jointed rods to the front axle or holster for the purpose offacilitating the dumping of the load, as will bc hereinafter Idescribed.

To enable others skilled in the art to understand my invention, Iwillnow describe its construction and operation. In theaccompanyingdrawings, A A represent the front and rear axles of the. wagon, B B thewheels thereof, G C the bolsters, and DVD the extensible or contractiblereach, connecting-the front and rear axles together and admitting oftheir being moved toward each other, as shown in fig. .3, "for thepurpose of. dumping a load. This reach consists of two para-lielbars DD, which are secured to the rear axle and sustained by the braces E, andwhich-areconstructed with'tenons on their inner edges for receiving thegrooves in the edges of the. bar D that works. between said bars' D, asshown in fig. 4. This tongueing andv grooving of the reach sectionsunites them in a strong and substantial manner, and guides themstraight, when they are extended or contracted. The reach section Dpasses't'hrough an oblong opening, a, which is made between the frontaxle and its bolster-{and receives through it the king-bolt Z), thusuniting it to the axle by a vertical pivot joint. The front end of thisbar D extends a short distance in front of the front axle, and is bracedby the strap 0, the cnds of which are held, one on top of the bolster,and the otheron the bottom of the axle, by the king-bolt b, as shown infigs. 2 and 3. A strap, :1, is applied around the three bars D D D, soas to slide freely in a direction with the length ofthese bars, and toserve as a lateral tie or brace for'them whenextended.

When the reach is extended, as shown in figs 1, 2, and of the drawings,the brace cl is -held between the elevations or blocks (2, on the uppcrand lower sides of the bar D, and the studs 02 on the sides of the barsD D. When the axles are moved toward each other, and the reach iscontracted, as shown in fig. 3, the brace cl will be moved back so as toallow the frontjcnds of the reach bars D D to pass through the opening aas far as-the front end of the bar D; and when the reach is extendedagain thbrace will be drawn to its place between the blocks (1 and studs.2 as described. h The reach is still further strengthened by thetransverse brake-bar F, which is arranged on top of it, and. securedfirmly to the bars D D and diagonal braces E E in front of the rearwheels 13 B, as shown in fig. 4. The ends of this brace F terminateinside of the wheels B, and have brake-blocksff pivoted to them byvertical pins. In front of these pivotal connections of the blocksf, theouter ends of toggle-levers c c are pivoted to said blocks, andconnected together by ajoint which is in the middle of the length of thebrake-bar, as shown in fig. 1, so that by pressing this joint backward,and straightening out the toggles, the brake-shoes ff, which aresuitably applied to the blocks will be brouglit'forcibly against theperipheries of the wheels B B. When the ccntraljoint of saidtoggle-levers is drawn forward, the brake-shoes will be released fromtheir wheels B. To the upper endof the pivot which connects the two endsof the toggle-levers together, a rectangular latch 0r bolt, g, islinked, so that, when desired, the hooked portion of this latch can bedropped into a hole in the reach-bar D, thus connecting this bar D tothe toggles e c in such manner that the operation of the brake will beautomatic when going down hill. A bent leverg is pivoted to the frontedge of the brake-bar F, and on one 'side of the reacll, and so curvedthat its inner end will lie beneath the locking-latch g, as shown in thedrawings. This lever is designed for enabling a person to lift thelatch'g,

and disconnect it from the reach section D without the necessity ofgetting beneath the wagon' body. When the locking-latch g is detachedfrom the reach section I), and the rear wheels are checked, the backingof the horses will cause the front axle and its wheels to move backwardand approach the rear axle, thuscontracting the running-gear, as shownin fig. 3. Whenthedwrses are moved forward, the reach will be extendeduntil the stops d d are brought against the brace d, as shown in fig. 4.The tongue or pole L, hounds E, and standards or stakes J,'n1ay beconstructed and applied to the wagon in the usual well-known manner. Thewagon box or body N is constructed to lit between the front and rearstakes J J, and to rest upon the front bolster, and also upon atransverse anti-friction-roller G, which is applied to the rear bolsterC in any suitable manner. The rear stakes J J have verticalanti-friction-rollers G G applied to them for the purpose of serving, inconjunction with the horizontal roller G, for allowing the wagon body tobe moved backward and forward freely, and preventing undue friction andwearing of the parts. By means of said rollers or rolling surfaces thepower required to' dump a load willbe matdrially diminished, andconsequently there will be less strain upon the extensible reach and itsbraces. The wagon body is connected to the front axle or bolster bymeans of strongjointed rods I, which are attached to the bottom of saidbody a little in advance of the middle of its length, so that whenrunning-gear is contracted, as shown in fig. 3, these rods will allowthe body Nto be moved backward and tilted. Then, upon extending thereach again, the rods P will draw the body backward to its place uponthe front and rear bolsters.

I am aware that Theodore Bailey obtained a patent on the 8th day ofMarch, 1859, for anl improvement in dumping wagons, in which the wagonbody was (lumped by the approximation of the front and rear wheels. Toeffect this object said Bailey employed an extensible reach andspring-catch or locking device; therefore I do notlay claim broadly tosuch a contrivance. I am also aware that it is not new to employself-acting brakes which are operated by means of toggle-joints,and-alongitudinally movable draught-tongue or pole, and therefore I layno broad claim to such a device irrespective of its application to aparticular kind of wagon. I am also aware that wagon bodies of dumpingwagons having a non-extensible reach have been supported upon rollingbeds, and to this feature I do not make a broad claim.

Having described my invention, what I claim as new, and desire to secureby Letters Patent, is-- 1. In a wagon which dumps itself by theapproximation of its front and rear wheels, I claim the employment of aself-acting brake which is constructed substantially as described, andconnected to the front section D of the extensible reach by alocking-latch or its equivalent, substantially as described.

2. The transverse releasing lever g, in combination with the latch orhook g, and a self-acting brake, substantially as described.

3. The combination of brake-bar F, toggle or knee-levers e e, pivotedblocksf, and brake-shoes f with an extensible reach D D D, and afastening g, substantially as described.

4. The brace-strap 0 applied to the front running-gear by the king-boltIi, and adapted for sustaining the same when backing, substantially asdescribed.

5,. The sliding brace d, and steps d 01 applied to the reach sections DD, substantially as described.

' 6. The connecting-rods P, applied to the wagon body and frontrunning-gear in conjunction with the rolling supports G- G, and theextensible reach D D, substantially as described.

i t L. M. OSBORNE.

-Witnesses ROSWELL R. .Pnnnrrcn, Guns. G. SMITH.

